The FIA has long scheduled a Technical Commission meeting to resolve certain regulatory matters. The compression ratio affair is just one of the topics on the agenda, alongside other rules concerning chassis and aerodynamics.
Starting with the FIA Technical Commission
On the same day Mercedes will release the first official images and renderings of the W17, the FIA has scheduled a meeting of the F1 Technical Commission—the advisory body where regulations are discussed and possible solutions are proposed to the F1 Commission for potential approval by the FIA World Council.
On January 22, before the 2026 season begins with collective tests organized by the F1 teams in Barcelona from January 26 to 30, the meeting will address the hot topics fueling intense debate during this engine-off period. The main issue is the compression ratio of the Mercedes engine, which reportedly exceeds 18:1 when hot, above the regulatory limit that was reduced to 16:1 this year.
“As usual with the introduction of new regulations, discussions are ongoing regarding the 2026 version concerning power units and chassis,” said an FIA spokesperson. “The January 22 meeting is among technical experts. As always, the FIA evaluates the situation to ensure that regulations are understood and applied consistently by all participants.”
A wider regulatory discussion
When asked by Motorsport.com, the FIA clarified that the meeting had been planned for some time and was not solely focused on the Mercedes engine loophole. The session will also cover other aspects of the new regulations regarding chassis and aerodynamics, although it is logical that most attention will be on Mercedes’ compression ratio.
The controversy erupted after it was revealed that Mercedes developed a solution for the engine head that allows the compression ratio to increase from 16:1 cold to 18:1 hot, providing an undeniable power boost.
The FIA considers the concept legal, as the solution from Brixworth complies with article C5.4.3 of the regulations, which specifies that inspections by the FIA technical stewards must only be carried out under static, ambient temperature conditions:
“No engine cylinder may have a geometric compression ratio exceeding 16:1. The procedure for measuring this value will be detailed by each power unit (PU) manufacturer according to the FIA-F1-DOC-C042 guidance document and must be conducted at ambient temperature. This procedure must be approved by the FIA technical department and included in the power unit manufacturer’s homologation dossier.”
In contrast, Audi, Ferrari, and Honda argue that article C1.5 of the regulations states: “…Formula 1 cars must comply with these regulations in full at all times during the event.”
Since the 16:1 compression ratio is explicitly stated in the regulations, Audi, Ferrari, and Honda maintain that all engines must comply with this measurement even during the race.
Future implications and updates
The FIA appears inclined to consider Mercedes’ solution legal, while leaving the door open for future amendments if necessary. No changes can be made before the Australian season opener, as engine modifications require time, so any intervention is likely to occur under the 2027 rules or at the earliest around the summer break.
Manufacturers can still request the application of the ADUO mechanism, which allows engine suppliers who suffer a thermal unit power deficit to implement technical updates.
The FIA will measure power every six races (1-6, 7-12, 13-18). Constructors with a deficit between 2% and 4% compared to the best internal combustion engine can use an update. Those with a deficit greater than 4% can use two engine upgrades.
It will be interesting to see what proposals emerge from the January 22 meeting…
As the technical battle for 2026 intensifies before a single wheel has turned in anger, the January 22 meeting looms as a pivotal moment for the sport’s governing body. The clash between Mercedes’ clever interpretation of static testing and the rival manufacturers’ insistence on “at all times” compliance highlights the immense pressure of a new engine era. Whether the FIA chooses to close the loophole or allows the “Brixworth rocket” to maintain its advantage, the outcome will fundamentally shape the competitive landscape of Formula 1 for the next half-decade.
